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The 2020 pandemic disrupted traditional student mobility and forced a larger majority of transnational programmes to switch to a virtual or hybrid mode, including joint and double degree programmes. Therefore, this study aims to perceive the linkage between quality assurance (QA) and delivery modes of cross-border higher education (CBHE) in Asia before and during the pandemic.

Through an online survey and semi-structured interviews, the process by which top 200 ranked universities in the 2022 QS global ranking responded to QA and qualification issues of joint/dual degree programs in conjunction with delivery modes was explored.

The study has discovered that most respondents from universities, to some extent, tended to be positive about the effectiveness of hybrid delivery of the joint/dual degree programs, even if they still preferred the physical mode to alternatives. Either “divergence” or “responsiveness” QA modes were not applied appropriately in most joint/dual degree programs of the selected universities during the pandemic. Moreover, a fair, transparent and convergent quality and qualification system should be established to facilitate agility and responsiveness of CBHE.

The findings are of value for policymakers, QA agencies and universities to advocate the new QA model for CBHE as a systematic approach in response to changing higher education landscape in the post-pandemic era.

The case study “Maruti Suzuki – toward cleaner mobility” has been written keeping in view the requirements in the field of strategic management. The key learning objectives are as follows:• Analysis of business environment.• Product development strategy – creating market segment to gain competitive advantage by leveraging available organizational capabilities.• Strategic decision-making – understanding strategic decision-making process in a complex and highly competitive business scenario.

Maruti Suzuki, a leader in Indian automotive market with around 50% market share in passenger cars, was likely to face intense competition because of disruption by electric vehicles. As electric vehicles adoption was increasing globally in developed countries, automotive companies shaped their strategy accordingly to stay relevant. Maruti Suzuki was yet to be ready with electric vehicles and approached this space differently than other competitors. However, with Indian Government pushing toward cleaner mobility, it was yet to be seen how the company would manage to comply with legislations and compete effectively in marketplace. Indian Auto major, Maruti Suzuki, was on the edge to decide future strategy on electric vehicles to sustain its leadership position. The Indian automotive sector was going through the transformation where auto original equipment manufacturers were bringing electric vehicles and supporting policies from government likely to accelerate its adoption. Maruti Suzuki was striving to counter the competition with available resources to create competitive advantage in changing environment and continue to remain profitable with leadership position in Indian automotive market. The company had successfully maintained its leading position over three decades and transformed the automotive space with its strategies ahead of the curve. Now the company was standing at crossroads with regard to future technology on cleaner mobility. Mr Bhargava had to decide whether to throw the hat in EV ring or wait for other alternate technology disruption.

Management studies and executive development programs.

Teaching notes are available for educators only.

CSS 11: Strategy

This chapter explains how electric driving has been transforming car mobility in The Netherlands since 1990, highlighting the role of a specific Dutch policy mix as direct factor, and the conditions through which this policy mix came about as indirect factors. The analysis is based on triangulation of findings from three methods: (1) discourse analysis of national newspapers and online blogs to understand the changing meanings of car mobility as well as changing stakeholder competences; (2) interview analysis with Dutch stakeholders to understand policy effects as well as their changing competences; and (3) analysis of relevant documents that provide the numbers of vehicles sold, implemented infrastructures and policy instruments. The study describes market changes in terms of ‘reconfiguring’ (entangled) practices of Dutch motorists, vehicle manufacturers and policy-makers, constituted by the (changing) relations between meanings, materialities, competences and policy incentives. The analysis finds a gradual reconfiguration of car mobility in three stages: The hegemony of Internal Combustion Engine (ICE) mobility (1990–2008), Surge in Plug-in Hybrid Electric Vehicle (HEV) mobility (2009–2015), and Surge in full-electric mobility (2016–2020). The analysis shows that the specific Dutch policy incentives were critical to orchestrating the co-evolution of ICE-based and electric mobility towards low-carbon alternatives, that is, towards more electrification. The policy mix was adapted in three successive steps, in which inconsistencies towards electric mobility (e-mobility) were solved, entailing three distinct reconfiguration pathways in each period. The relatively strong policy incentives for e-mobility in The Netherlands can be explained by the absence of an established car industry as well as particular air quality challenges in cities (triggering local support for the provision of charging infrastructure). The conclusion includes policy recommendations for countries that seek to promote e-mobility, although further research should clarify how contextual differences require specific elements in the policy mix.

The purpose of this paper is to characterise the electrokinetic properties of pigments supported on both unmodified and modified silica. The paper describes the preparation of hybrid pigments via adsorption of organic dyes on silica supports and determination of the zeta potential and electrophoretic mobility of the materials obtained.

The materials studied were hybrid pigments obtained as a result of adsorption of two basic dyes: C.I. Basic Red 1 and C.I. Basic Orange 14 and one acidic dye C.I. Mordant Red 3 from solutions of concentrations of 500, 2,000 and 3,000 mg/dm³ on the surface of both unmodified and modified silica supports. The agent used for modification of the silica surface was N‐2‐(aminoethyl)‐3‐aminopropyltrimethoxysilane.

The modification of the silica surface with aminosilane was found to change, significantly, the electrokinetic character of the inorganic support. This change was interpreted as being due to the ionisation of −NH₂ groups from the modifier molecule, which changes the surface charge. Electrokinetic curves of the pigment composites changed considerably as a function of the type and concentration of the organic dye adsorbed.

Only SiO2 supports (unmodified and aminosilane‐grafted) and C.I. Basic Red 1, C.I. Basic Orange 14 or C.I. Mordant Red 3 dyes adsorbed on its surface were evaluated. Other dyes could also be studied.

Measurements of the zeta potential were used to characterise the stability of colloidal dispersions of paints or dyes and to control the stability of paints on storage and their performance on painting and drying.

The paper demonstrates that the measurements of zeta potential permit determination of the optimum conditions for the use of a given pigment. The finding of the change of the zeta potential of a given pigment and so, also its application properties as a result of different functional groups in the dye or the modifying agent molecules.

Routing protocol for low-power lossy network (RPL) being the de facto routing protocol used by low power lossy networks needs to provide adequate routing service to mobile nodes (MNs) in the network. As RPL is designed to work under constraint power requirements, its route updating frequency is not sufficient for MNs in the network. The purpose of this study is to ensure that MNs enjoy seamless connection throughout the network with minimal handover delay.

This study proposes a load balancing mobility aware secure hybrid – RPL in which static node (SN) identifies route using metrics like expected transmission count, and path delay and parent selection are further refined by working on remaining energy for identifying the primary route and queue availability for secondary route maintenance. MNs identify route with the help of smart timers and by using received signal strength indicator sampling of parent and neighbor nodes. In this work, MNs are also secured against rank attack in RPL.

This model produces favorable result in terms of packet delivery ratio, delay, energy consumption and number of living nodes in the network when compared with different RPL protocols with mobility support. The proposed model reduces packet retransmission in the network by a large margin by providing load balancing to SNs and seamless connection to MNs.

In this work, a novel algorithm was developed to provide seamless handover for MNs in network. Suitable technique was developed to provide load balancing to SNs in network by maintaining appropriate secondary route.

This paper aims to determine the network efficient topology for low power and lossy networks (LLNs) using routing protocol for LLN (RPL) with respect to the increase in network size and propose a novel approach to overcome the shortcomings of the existing models.

The authors have used Contiki OS/Cooja simulator to conduct experiments on primarily four topologies (star, bus/linear, ring/eclipse and random). They have implemented RPL protocol using Sky motes for each topology from 10, 20, 30 and up to 70 nodes. Consequently, after 24 h of experimentation, the readings have been noted and, alongside, a comprehensive comparative analysis has been performed based on the network density and metric parameters: packet delivery ratio (PDR), expected transmission (ETX) and power consumption. Further, a hybrid model is proposed where the additional factors of mobility, multiple sink and a combination of static and mobile nodes are introduced. The proposed model is then compared with the star model (all static nodes and star topology) and the dynamic model (all mobile nodes) to analyze the efficiency and network performance for different network sizes (28, 36, 38 and 44 nodes). The mobility is introduced using BonnMotion tool in Contiki OS.

Simulation results have shown that the star topology is most network efficient when compared with bus/linear, ring/eclipse and random topologies for low density and high scalable network. But when the same setup is compared with the proposed hybrid model, the proposed model shows a significant improvement and gives the best and efficient network performance with highest PDR (average improvement approximately 44.5%) and lowest ETX (average improvement approximately 49.5%) comparatively.

Also, these findings will benefit the deployment of smart devices used in advanced metering infrastructure, road side units and in various industrial applications such as traffic monitoring system, electronic toll collection and traffic analysis in the smart grid infrastructure.

The impact of topology is significant and detailed analysis is required to understand the impact of different topologies of the nodes in the network for the present and the future scenarios. As very few research studies have discussed this gap, this research paper is quintessential and shall open novel future potential direction. Also, the proposed approach of hybrid model with mobility has not been considered in the literature yet.

The very essence of internationalisation, which depends heavily on academic mobility and cross-border interactions, has been adversely affected due to the COVID-19 pandemic and has been associated with a significant decline in student and staff mobility in South Africa and around the world. Nonetheless, it has also catalysed innovation and inspired new approaches to teaching and learning that have the potential to transform the future of higher education. In the aftermath of the COVID-19 pandemic, higher education institutions are grappling with a fundamental question that goes beyond the practicalities of internationalisation: How can we re-envision the concept of internationalisation to meet the challenges of the new normal? This question calls for a deeper reflection on the nature of internationalisation itself. How can we ensure that cross-border interactions and exchanges continue to foster a sense of global community and intercultural understanding, even in a world that is physically distanced? This chapter seeks to explore the profound implications of the pandemic on the internationalisation of higher education (IHE) in South Africa. It aims to critically examine the present challenges to internationalisation and the strategies that have been developed to address them in the context of the post-pandemic world. The chapter employs a critical reflection approach through the use of qualitative research, systematic literature review, and document analysis. By utilising these methodologies, it seeks to delve deeper into the implications of the pandemic on the IHE in South Africa.

Nowadays, sustainable, clean, inclusive, innovative, and smart mobility in addition to urban transformation is required to achieve sustainable development as a path to preserve the world for future concerns and improve quality of life at the present, even to be kept up with growing citizens' needs. Mobility as an infrastructure component plays fundamental roles in urban transformation, and economic development. In this chapter, and based on the 5^th wave theory, related theories, models, and concepts, modern, clean, and inclusive mobility founded on high future of 4th technologies (which is called 5th technologies), digitalization, smartness, sustainability, and CSR 2.0 strategies is declared as proper clean mobility technologies to create sustainable and smart cities. Such smart cities are able to deal with challenges made by rapid, unplanned urbanization and globalization to achieve sustainable development. In this research, roles of inclusive and smart mobility systems as path to create modern and sustainable urban areas to make the world more sustainable and livable for living are declared. Literature reviews, case studies, interviews, and questionaries are applied as main methods to recognize inclusive and modern mobility and its roles in urban transformation to achieve sustainable development. This chapter is based on know-how and do-how of the author Prof. Hamid Doost on sustainability such as cooperating with Danish Sustainable Platforms Company, working with Erasmus Plus as an academic leader in Germany since 2017, cooperating with Copenhagen's former mayor and researching on sustainability. In this chapter, impact of sustainable mobility, sustainable buildings, and smart cities on CSR 2.0 and social responsibility, how these parameters improve sustainable development and sustainability in social responsibility, corporate social responsibility (CSR), and how social responsibility could influence humanities are explored.

This paper explores the issue of developing and enhancing intra-ASEAN international student mobility given the context of ASEAN integration, regionalization of ASEAN higher education and the various intra‐ASEAN student mobility schemes currently implemented.

It explores higher education policies, available higher education and international student mobility data, as well as the various intra‐ASEAN (and relevant) student mobility schemes to present the current status of intra‐ASEAN student mobility, challenges and opportunities to further enhance student mobility within the ASEAN region.

Aside from showing that intra‐ASEAN student mobility is significantly low compared to outbound student mobility from ASEAN countries, the paper also highlights the relationship between a country’s income status with choice of intra‐ASEAN or extraASEAN student mobility. Finally, it recommends developing a comprehensive intra‐ASEAN mobility scheme taking the merits of the various intra‐ASEAN mobility schemes currently implemented and guided by developments in the European ERASMUS mobility programs.

This is probably the first (in fact, it is an exploratory) paper that address the issue of intra‐ASEAN international student mobility, which aims to explore relevant issues to address the development of a comprehensive ASEAN mobility scheme.

This chapter focuses on strategies to initiate a shift in mobility behaviour away from private cars towards a combination of more environmentally friendly transport modes including public transport, ride- and car sharing or even completely carbon-free modes like walking and cycling. The requirement for such a shift is that people must be able to actually choose between different travelling options and combine them within an intermodal mobility network. Here, shared mobility has a considerable potential to fill the gap between public and individual transport options.

This chapter summarises results from different studies on shared mobility from the providers’, the users’ and the political perspective. The user’s perspective is based on an empirical study comparing car sharers’, car drivers’ and public transport users’ attitudes and mobility patterns.

The empirical findings from the case study have shown that shuttle trips by car in general, and to the train station in particular, are an important field of action for improving the environmental impact of intermodal trips. The study has also shown that car sharing enables people to live without a private car by using different transport modes for different purposes. As the majority of car sharers report needing a car only one to three times a month, they have a very small carbon footprint compared to the average car owner.

Mobility patterns are determined by local transport options as well as by personal routines. Hence, current changes due to new shared mobility options seem to have a considerable direct impact on how people organise their daily lives on the one hand and an indirect impact on their living costs on the other hand, since private cars have an important share of private household costs.

From an environmental perspective, any incentives to encourage people to choose alternative forms of transport over their private cars would seem to be particularly effective. Thus, understanding the behaviour and needs of multi- and intermodal travellers is an important step towards sustainable mobility. Acknowledging that most travellers still need a car every now and then, car sharing is an essential addition to public transport systems, supporting both public transport use and carbon-free mobility like walking and cycling.